JP6756519B2 - Electric vehicle - Google Patents

Description

The present invention relates to an electric vehicle, and more specifically to an electric vehicle having a regenerative braking system.

Conventionally, in an electric vehicle equipped with a drive electric motor such as an electric vehicle or a hybrid vehicle, a regenerative braking system covers a part or all of the vehicle braking force by generating a negative torque accompanied by regenerative power generation by the drive electric motor. Is used.

According to Japanese Patent Application Laid-Open No. 6-165304 (Patent Document 1), in a regenerative braking system linked with an obstacle detection device, when an alarm signal for detecting the presence of an obstacle is generated, the current value of the field coil is increased to the maximum value. Controls for automatic braking by increasing are described.

Japanese Unexamined Patent Publication No. 6-16530

However, in the automatic braking according to Patent Document 1, while the maximum regenerative braking force can be secured when the risk of collision with an obstacle increases, there is a concern that the power storage device deteriorates due to overcharging. In particular, it is known that in lithium ion secondary batteries for which the application of in-vehicle power storage devices is being promoted, deterioration progresses due to precipitation of lithium metal in the negative electrode of the lithium ion secondary battery when a high charge state continues. ..

On the other hand, the regenerative brake is more responsive than the mechanical brake operated by hydraulic pressure, so in a situation where the approach to an obstacle is detected by the sensor, it is necessary to secure the regenerative brake as much as possible. It is preferable from the viewpoint of avoidance.

The present invention has been made to solve such a problem, and an object of the present invention is to provide a power storage device in a vehicle provided with a regenerative braking system when a sensor detects a moving target. It is to secure the regenerative braking force after avoiding overcharging.

The electric vehicle according to the present invention includes a drive electric motor having a rotor mechanically connected to wheels, a power storage device, a detector, a plurality of auxiliary load, and a control device. The power converter is connected between the drive motor and the power storage device, and is configured to control the output of the drive motor by bidirectional power conversion accompanied by charging and discharging of the power storage device. The detector is configured to detect a target outside the vehicle. The plurality of auxiliary load is electrically connected to the power conversion path between the driving electric motor and the power storage device, and operates according to the user operation. The control device executes regenerative control in which the drive motor controls the power converter so as to output the braking torque of the vehicle by regenerative power generation. Further, the control device calculates a parameter value for quantitatively evaluating the collision risk to the target, and when the parameter value exceeds the determination value as the collision risk increases, the auxiliary load is included in the plurality of auxiliary loads. The regeneration control is executed with the forced operation control that operates at least a part of the auxiliary load in which the user operation is not input.

According to the electric vehicle, when the risk of collision with a target outside the vehicle increases, regenerative control can be executed with forced operation control of the auxiliary load. Therefore, by increasing the power consumption of the entire auxiliary load, the upper limit of the regenerative power within the limit range for protecting the power storage device from overcharging can be relaxed. As a result, it is possible to secure the regenerative braking force while avoiding overcharging of the power storage device.

Preferably, the control device gradually increases the power consumption of the entire plurality of auxiliary load according to the continuation of the charged state of the power storage device when the forced operation control is executed.

By doing so, it is possible to prevent the regenerative braking force from suddenly changing to protect the power storage device from overcharging during the execution of continuous regenerative control represented by when the automatic brake is turned on.

Further, preferably, the control device does not execute the forced operation control even if the parameter value exceeds the determination value during the operation of the predetermined automatic operation function.

In this way, if the auxiliary load is unnecessarily activated, such as when approaching the preceding vehicle due to deceleration by auto cruise control or when approaching an adjacent vehicle under parking assist control, there is a risk of adversely affecting the surroundings of the vehicle. In the scene, the forced activation control can be turned off.

According to the present invention, in a vehicle equipped with a regenerative braking system, it is possible to secure a regenerative braking force while avoiding overcharging of the power storage device when detecting a moving object by a sensor.

It is a schematic block diagram explaining the structural example of the electric vehicle according to the Embodiment of this invention. It is a conceptual diagram explaining the operation example of the automatic brake in the electric vehicle according to the Embodiment of this invention. It is a state transition diagram of the automatic brake in the electric vehicle according to the embodiment of the present invention. It is a flowchart explaining the forced operation control of the auxiliary machine load in the electric vehicle according to this embodiment. It is a conceptual diagram explaining the operation example of the forced operation control of an auxiliary machine load. It is a conceptual diagram explaining an example of the change of the charging operating point of a power storage device during regenerative control. It is a flowchart explaining the forced operation control of the auxiliary machine load in the electric vehicle according to the modification of this embodiment. It is a conceptual diagram explaining an example of increase of a risk degree parameter at the time of application of auto cruise control (ACC) and traffic jam assist control (TJA). It is a conceptual diagram explaining an example of increase of a risk parameter at the time of applying speed management control. It is a conceptual diagram explaining an example of increase of a risk parameter at the time of applying a parking assist control.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding parts in the figure are designated by the same reference numerals, and the explanations will not be repeated in principle.

FIG. 1 is a schematic block diagram illustrating a configuration example of an electric vehicle according to an embodiment of the present invention.

With reference to FIG. 1, the electric vehicle 5 includes a motor generator 30 and an engine 40 as power sources. The engine 40 generates mechanical energy obtained by converting thermal energy from combustion of fuel such as gasoline. The rotors (not shown) of the engine 40 and the motor generator 30 are mechanically connected to the wheels 55 via the power division mechanism 50. Then, the motor generator 30 and the engine 40 operate cooperatively to generate the rotational force of the wheels 55, that is, the driving force of the electric vehicle 5. That is, the motor generator 30 is provided as a "driving electric motor".

The electric vehicle 5 is further equipped with a power supply system 6. The power supply system 6 is configured to supply two types of voltages, a high voltage and a low voltage, to each device mounted on the electric vehicle 5. The power supply system 6 includes a high-voltage power storage device 10, an SMR (System Main Relay) 15, a power control unit (PCU) 20, and a control device 100.

The high-voltage power storage device 10 can be composed of, for example, a rechargeable secondary battery such as nickel hydrogen or lithium ion. Therefore, in the following, the power storage device 10 will also be referred to as a main battery 10. The rated output voltage of the main battery 10 is, for example, about 200 (V).

It is also possible to configure the power storage device 10 with other power storage elements such as an electric double layer capacitor instead of the secondary battery. The main battery 10 is provided with a monitoring unit 11 that includes sensors for detecting voltage, current, and temperature. The values (voltage, current and temperature) detected by the monitoring unit 11 are sent to the control device 100.

The positive electrode terminal of the main battery 10 is electrically connected to the power line PL, and the negative electrode terminal of the main battery 10 is connected to the power line NL. The SMR 15 is interstitial and connected to the power lines PL and NL. The PCU 20 is electrically connected to the main battery 10 by power lines PL and NL via the SMR 15. Therefore, by opening (off) the SMR 15, the main battery 10 can be electrically separated from the drive system including the PCU 20.

A high-voltage auxiliary load 80 (1) to 80 (m) that operates at the voltage of the main battery 10 is connected to the power line PL (m: a natural number of 2 or more). For example, the auxiliary load 80 (1) to 8 (m) includes an inverter (not shown) for driving a compressor of an air conditioner. Further, in the following, when the auxiliary machine load 80 (1) to 80 (m) is comprehensively shown, it is also simply referred to as the auxiliary machine load 80.

The PCU 20 is configured to control the output (torque, rotation speed) of the motor generator 30 by performing bidirectional power conversion between the main battery 10 and the motor generator 30. The PCU 20 includes, for example, an inverter (not shown) for DC / AC power conversion. Alternatively, the PCU 20 can be configured to further arrange a converter (not shown) capable of boosting the output voltage of the main battery 10 between the main battery 10 and the inverter (not shown).

The motor generator 30 is controlled by the PCU 20 to output a positive torque, so that the electric vehicle 5 can generate a driving force in the forward direction. Alternatively, when the electric vehicle 5 is decelerated by operating the brake pedal or the like, the motor generator 30 can regenerate power by the power in the negative direction acting on the wheels 55. For example, during deceleration, the PCU 20 controls the output of the motor generator 30 so as to generate braking torque (torque in a direction that hinders the rotation of the wheels 55). The PCU 20 converts the regenerative power generated by the motor generator 30 into the charging power of the main battery 10 and outputs it between the power lines PL and NL.

Further, the electric vehicle 5 includes a braking mechanism 60 that generates a mechanical friction braking force. The braking mechanism 60 includes a brake caliper 61 and a disc-shaped brake disc 62. The brake disc 62 is fixed so that the drive shaft and the rotation shaft of the wheel 55 coincide with each other. The brake caliper 61 includes a wheel cylinder and a brake pad (not shown). The wheel cylinder is operated by supplying hydraulic pressure from the brake hydraulic circuit 70 to the brake caliper 61. The actuated wheel cylinder presses the brake pads against the brake disc 62, limiting the rotation of the brake disc 62. As a result, the braking mechanism 60 generates a mechanical vehicle braking force in response to the hydraulic pressure supplied from the brake hydraulic circuit 70 controlled by the control device 100. Hereinafter, the braking force generated by the braking mechanism 60 is also referred to as a mechanical braking force in order to distinguish it from the regenerative braking force generated by the motor generator 30. In the electric vehicle 5, the vehicle braking force can be secured by the combination of the regenerative braking force and the mechanical braking force.

The control device 100 is composed of an electronic control unit (ECU) and controls the operation of the power supply system 6. Specifically, the control device 100 controls the opening / closing of the SMR 15 and the operation of the PCU 20. Further, the control device 100 manages the charge / discharge and charge state (SOC: State of Charge) of the main battery 10 based on the detected values of the voltage, current, and temperature of the main battery 10 from the monitoring unit 11.

The accelerator opening sensor 101 detects the opening (accelerator opening) of the accelerator pedal (not shown) and outputs a signal Ac indicating the detection result. The brake pedal sensor 102 detects the operating state of the brake pedal (not shown) and outputs a signal Br indicating the detection result. The vehicle speed sensor 103 detects the speed of the electric vehicle 5 and outputs a signal Vv indicating the detection result. The signals Ac, Br, and Vv from the accelerator opening sensor 101, the brake pedal sensor 102, and the vehicle speed sensor 103 are input to the control device 100. The control device 100 controls the outputs of the motor generator 30, the engine 40, and the braking mechanism 60 so that a driving force or a braking force acts on the electric vehicle 5 according to the operation of the accelerator pedal and the brake pedal by the user. As a result, the vehicle travels according to the user operation.

The power supply system 6 further has a low voltage system configuration for generating a power supply voltage of an auxiliary load that operates at a voltage lower than the output voltage of the main battery 10. Specifically, the power supply system 6 includes a DCDC converter 200 and an auxiliary battery 250 for a low voltage system. The output voltage of the auxiliary battery 250 is, for example, about 12V.

The DCDC converter 200 steps down the DC voltage on the power line PL and outputs it between the power supply wiring PXL and the ground wiring GL. The output voltage of the DCDC converter 200 is controlled according to the voltage command value Vdc * from the control device 100.

The negative electrode terminal of the auxiliary battery 250 is connected to the ground wiring GL. On the other hand, the positive electrode terminal of the auxiliary battery 250 is electrically connected to the power supply wiring PXL. Further, low-voltage auxiliary load 210 (1) to 210 (n) are connected to the power supply wiring PXL (n: a natural number of 2 or more). Auxiliary load (constant voltage system) 210 (1) to 210 (n) includes lighting equipment such as headlamps, tail lamps and hazard lamps, small motors for opening and closing wipers and doors, horns for honking, and indoor air conditioning. Equipment (fan), audio equipment, etc. are included. Further, the power supply wiring PXL is also connected to the control device 100. That is, the control device 100 also operates by the power supply voltage of the low voltage system. In the following, when the auxiliary load 210 (1) to 210 (n) are comprehensively shown, they are also simply referred to as the auxiliary load 210.

In this way, the high-voltage auxiliary load 80 and the low-voltage auxiliary load 210 are electrically connected to the power lines PL and NL on the power conversion path between the motor generator 30 and the main battery 10 by the PCU 20. ing. Therefore, the operation of the auxiliary load 80, 210 consumes the stored power of the main battery 10 and / or the power generated by the motor generator 30 (regenerative power).

The operation switch 105 allows the user to directly or indirectly operate and stop the high-voltage auxiliary load 80 (1) to 80 (m) and the low-voltage auxiliary load 210 (1) to 210 (n). It is a comprehensive description of switches for instructing. For example, the operation switch 105 commands on / off of a switch that directly commands the operation / stop of each lighting fixture such as a headlight, and automatic control of the activation / stop of each lighting fixture according to the illuminance around the vehicle. Includes switch.

The control device 100 controls the operation of the auxiliary load 80 (1) to 80 (m) and 210 (1) to 210 (n). Basically, the control device 100 controls the operation and stop of the auxiliary load 80 (1) to 80 (m) and 210 (1) to 210 (n) in response to the user operation of the operation switch 105. To do.

Further, the electric vehicle 5 is provided with an alarm output device 120 for outputting an alarm that can be visually and / or audibly recognized by the driver. The alarm output device 120 is composed of a warning light, a speaker, and the like, and is controlled by the control device 100 to output an alarm to the driver.

The electric vehicle 5 is further provided with a target detection sensor 110 for detecting a target (including a pedestrian, a stationary object, a preceding vehicle, a following vehicle, etc.) that is an object of collision outside the vehicle. The target detection sensor 110 may have an arbitrary configuration as long as it corresponds to the embodiment of the “detector” and can detect a target outside the vehicle. For example, a configuration for detecting a target by a combination of a millimeter wave sensor and a camera (monocular camera or stereo camera) is known.

The control device 100 calculates the risk parameter Pdg that quantifies the collision risk of the electric vehicle 5 with respect to the target based on the detection result by the target detection sensor 110. The parameters that quantify the collision risk include collision margin time (TTC: Time-To-Collision), stop margin (MTC: Margin-To-Collision), inter-vehicle time (THW: Time-Headway), or visual perception. The degree of risk (KdB) and the like are known, and these indexes can be appropriately adopted to calculate the degree of risk parameter Pdg. In the present embodiment, the higher the value of the risk parameter Pdg, the higher the collision risk. For example, the reciprocal of the collision margin time (1 / TTC) can be used as the risk parameter Pdg.

In the electric vehicle 5, automatic braking control for automatically generating a vehicle braking force is executed based on the detection result of the target detection sensor 110.

FIG. 2 is a conceptual diagram illustrating an operation example of the automatic brake in the electric vehicle 5.
With reference to FIG. 2, a stationary obstacle 300 in front of the electric vehicle 5 is detected as a target by the target detection sensor 110 (FIG. 1). At time t1, the risk parameter Pdg is almost 0 because the distance to the obstacle 300 is long.

After that, the risk parameter Pdg increases as the electric vehicle 5 approaches the obstacle 300. At time t2, when the risk parameter Pdg exceeds the threshold value Pt1, the driver is notified of a warning by using the alarm output device 120 (FIG. 1).

At time t3, as the electric vehicle 5 approaches the obstacle 300 further, the automatic brake is turned on in response to the risk parameter Pdg exceeding the threshold value Pt2. When the automatic brake is turned on, even if the brake pedal (not shown) is not operated by the driver, the vehicle is automatically controlled by the braking mechanism 60 and / or the motor generator 30 (PCU20) by the control device 100. Braking force is generated.

The automatic brake started at time t3 is a relatively gentle brake for automatically decelerating the electric vehicle 5. At time t4, when the risk parameter Pdg further increases and exceeds the threshold value Pt3, the automatic braking is controlled so that the maximum braking force is output for collision avoidance.

FIG. 3 shows the state transition of the automatic brake in the electric vehicle 5.
As shown in FIG. 3, autobrake is turned off by default. Then, when the risk parameter Pdg exceeds the threshold value Pt2, the automatic brake is turned on by satisfying the start condition. Once the autobrake is turned on, the vehicle braking force is increased as the risk parameter Pdg increases, regardless of the operation of the brake pedal. Then, when the stop of the electric vehicle 5 is confirmed after the automatic brake is turned on (Vv = 0), the automatic brake is returned to the off state.

As described with reference to FIG. 1, the vehicle braking force in the automatic braking can also be output by a combination of the mechanical braking force by the braking mechanism 60 and the regenerative braking force by the motor generator 30. Since the regenerative braking force is more responsive than the mechanical braking force, it is preferable to secure the regenerative braking force in the automatic braking.

On the other hand, since the generation of the regenerative braking force is accompanied by the generation of the charging power of the main battery 10, it is necessary to limit the regenerative braking force within a range in which the main battery 10 is not overcharged. Generally, the charging power upper limit Win is set so as to avoid overcharging in consideration of the state of the main battery 10 (SOC and charging history). Then, the torque command value of the motor generator 30 is set within a range in which charging power exceeding the charging power upper limit value Win is not generated. If the regenerative braking force subject to the above restrictions is insufficient for the vehicle braking force corresponding to the driver's brake pedal operation or the vehicle braking force set by the automatic brake, the braking mechanism 60 generates the shortage. By doing so, it becomes possible to secure the necessary vehicle braking force.

In particular, when the main battery 10 is a lithium ion battery, the negative electrode potential of the lithium ion secondary battery drops to the lithium reference potential due to the generation of an excessive charging current, particularly the continuous generation of charging current. , Lithium metal may precipitate. Therefore, it is preferable to set the charging power upper limit value Win based on the history of the charging current as well as the simple SOC and the battery temperature.

In this way, while securing the regenerative braking force is restricted to protect the main battery 10, in a situation where the collision risk is increasing due to the increase in the risk parameter Pdg, the highly responsive regenerative braking force is utilized. It is preferable to generate a vehicle braking force. Therefore, in the electric vehicle according to the present embodiment, the forced operation control of the auxiliary load is combined with the regenerative control as follows.

FIG. 4 is a flowchart illustrating forced operation control of the auxiliary load in the electric vehicle according to the present embodiment. The control process shown in FIG. 4 is periodically executed by the control device 100.

With reference to FIG. 4, the control device 100 determines in step S100 whether or not regeneration control is in progress. When the regenerative braking force is generated by the motor generator 30, step S100 is determined to be YES, and the process proceeds to step S110. At the time of regenerative control, the vehicle braking force including the distribution of the mechanical braking force and the regenerative braking force is set by a control process different from that of FIG. 4, and the braking mechanism 60 and / or the motor generator 30 (PCU20) is controlled according to the setting. Is executed. The automatic braking control described with reference to FIGS. 2 and 3 is also reflected in the setting of the vehicle braking force.

In step S110, the control device 100 compares the risk parameter Pdg with the threshold value Pt. The threshold value Pt is preferably set to Pt> Pt2 (for example, Pt = Pt3) in order to link with the automatic braking control. The risk parameter Pdg is periodically calculated for the automatic brake control.

When Pdg> Pt (when YES is determined in S110), the control device 100 proceeds to step S120 to turn on the forced operation control of the auxiliary load. The forced operation control of the auxiliary load means that the vehicle travels from the auxiliary load 210 (1) to 210 (n) and the auxiliary load 80 (1) to 80 (m) of the voltage system shown in FIG. For those that do not adversely affect the above, even if an operation command from the user is not input by the operation switch 105, the operation is automatically performed by a command from the control device 100. For example, as shown in FIG. 5, the headlight 91 and / or the tail lamp 92 included in the auxiliary load 210 (1) to 210 (n) of the low voltage system is forcibly operated (lit).

In step S130, the control device 100 determines the auxiliary load to be forcibly operated based on the state of the main battery 10. For example, by setting a plurality of types of auxiliary load operation patterns in advance and selecting the operation pattern according to the charge margin at that time, the auxiliary load to be forced to operate can be determined. .. As the charging margin, the upper limit of charging power Win may be used, or a parameter that quantitatively indicates the risk of overcharging may be separately defined based on the history of charging current or the like.

In step S130, the power consumption due to the auxiliary load that is the target of the forced operation is further estimated. This power consumption can be set in advance for each of the above operation patterns. Further, in the regenerative control, the regenerative torque (that is, the regenerative braking force) generated by the motor generator 30 is set in consideration of the power consumption due to the auxiliary load.

As the auxiliary load to be forcibly operated is increased to increase the power consumption of the entire auxiliary load, the electric power generated by the regenerative braking to charge the main battery 10 decreases. As a result, it is sufficient to limit the regenerative power within a range in which the power consumption obtained by subtracting the power consumption due to the auxiliary load from the regenerative power does not exceed the charge power upper limit value Win, so that the regenerative power exceeding the charge power upper limit value Win is generated. As described above, it is also possible to set the regenerative braking force. That is, by turning on the forced operation control of the auxiliary load, the upper limit of the regenerative braking force for protecting the main battery 10 from overcharging can be relaxed.

When the risk parameter Pdg does not exceed the threshold value Pt (NO determination in S110), the control device 100 turns off the forced operation control of the auxiliary load in step S140. In this case, the operation / stop of each of the auxiliary load 80 (1) to 80 (m) and 210 (1) to 210 (n) is controlled according to the user command by the operation switch 105. Further, even when the regenerative control is not executed (when NO is determined in S100), the forced operation control of the auxiliary load is turned off.

As described above, in the electric vehicle according to the present embodiment, when the collision risk with respect to the target outside the vehicle increases, the regeneration control can be executed together with the forced operation control of the auxiliary load. Therefore, by increasing the power consumption of the entire auxiliary load, the upper limit of the regenerative power within the limit range for protecting the main battery 10 from overcharging can be relaxed. As a result, it is possible to secure the maximum regenerative braking force while avoiding overcharging of the power storage device. Thereby, for example, by ensuring the regenerative braking force when the automatic brake is operated, it is possible to achieve both protection from overcharging of the power storage device and improvement of collision avoidance performance.

As in the example of FIG. 5, when the target of the forced operation is the headlight 91 and / or the tail lamp 92, it is possible to call attention to the outside of the vehicle in a situation where the collision risk is increasing.

FIG. 6 shows an example of a change in the operating point of the main battery 10 during regeneration control.
With reference to FIG. 6, a combination of charging power (current) and charging duration at the power (current) is shown as an operating point when charging the main battery 10. In FIG. 6, as an example of determining the risk of overcharging, the charging limit line 500 is set as a set of limit values of the charging duration for each charging power (charging current).

In the main battery 10, charging at the operating point in the region below the charging limit line 500 corresponds to charging in the safe use region where deterioration progress is avoided. On the other hand, charging at the operating point in the region above the charging limit line 500 corresponds to charging in the dangerous use region where deterioration of the main battery 10 may progress. For example, in a lithium ion secondary battery, the risk determination as shown in FIG. 6 is adopted as a method for evaluating the so-called charging depth.

When the regenerative control of the electric vehicle 5 is continued, the main battery 10 is continuously charged. Typically, such continuous charging is performed when the autobrake is turned on. First, when charging with the electric power P1 continues at T1 (charging operating point 501), the charging electric power of the main battery 10 is reduced to P2 in order to avoid charging in the dangerous use area. After that, when the main battery 10 reaches the charging operating point 502 by continuing charging with the electric power P2, the charging electric power is further reduced to P3, so that charging in the dangerous use area can be avoided. However, considering the difference in responsiveness between the regenerative braking force and the mechanical braking force, it is preferable to avoid a steep change in the regenerative braking force at this time.

Therefore, when the charging power changes from the charging operating point 501, the charging power is determined by step S130 (FIG. 4) so as to increase the power consumption of the entire auxiliary load from Px1 to Px2. It is possible to alleviate the decrease in regenerative power accompanying the decrease in the regenerative braking force, that is, the decrease in the regenerative braking force.

Similarly, when the charging power is changed from the charging operating point 502, the auxiliary load is determined in step S130 (FIG. 4) so as to increase the power consumption of the entire auxiliary load from Px2 to Px3. It is possible to alleviate the decrease in the regenerative power due to the decrease in the charging power, that is, the decrease in the regenerative braking force.

In this way, it is possible to prevent the regenerative braking force from suddenly changing to protect the main battery 10 from overcharging during continuous regenerative control represented by when the automatic brake is turned on.

[Modification example]
Various controls have been proposed as automatic driving support control for vehicles. With these automatic driving support controls, the collision risk is not so high compared to normal driving even when approaching a target, such as deceleration for maintaining the distance between vehicles when approaching a curve and driving support control when parking. There is a case.

In such a case, if the auxiliary load such as the headlamp is forcibly operated as described above, there is a possibility that the surroundings may be adversely affected. Therefore, as a modified example of the embodiment, a control that does not execute the forced operation control of the auxiliary load when the predetermined automatic operation mode is applied will be described.

FIG. 7 is a flowchart illustrating forced operation control of the auxiliary load in the electric vehicle according to the modified example of the present embodiment. The control process shown in FIG. 7 can also be periodically executed by the control device 100.

Comparing FIG. 7 with FIG. 4, in the modified example of the embodiment, is the control device 100 applying the predetermined automatic operation mode in step S105 during the regeneration control (when YES determination in S100)? Whether or not it is determined.

When the predetermined automatic operation mode is selected (YES in S105), the control device 100 proceeds to step S140 to non-execute the forced operation control of the auxiliary load. As a result, even if the risk parameter Pdg becomes higher than the threshold value Pt, the forced operation control of the auxiliary load is not executed.

For example, predetermined driving modes include auto cruise control (ACC) and congestion assist control (TJA) shown in FIG. 8, speed management control shown in FIG. 9, and parking assist control shown in FIG. ..

With reference to FIG. 8, when the auto cruise control (ACC) or the traffic jam assist control (TJA) is applied, the electric vehicle 5 follows the preceding vehicle 5x detected by the target detection sensor 110. Therefore, when the preceding vehicle 5x is decelerated, such as when traveling on a curve, automatic deceleration is performed to adjust the inter-vehicle distance. At this time, the risk parameter Pdg increases according to the approach of the preceding vehicle 5x.

With reference to FIG. 9, when the speed management control is applied, the electric vehicle 5 is automatically decelerated when approaching a sharp curve. At this time, the risk parameter Pdg increases according to the approach to the obstacle 5z such as the guardrail.

With reference to FIG. 10, when the parking assist control is applied, the electric vehicle 5 advances from the vehicle position PS1 to PS2, travels backward once, advances to the vehicle position PS3 again, and then travels backward to the vehicle position PS4. Guidance for the driver is provided. While moving the electric vehicle 5 according to such guidance, the risk parameter Pdg increases according to the approach to the adjacent vehicles 5x and 5y.

When the compulsory auxiliary load operation control such as turning on the headlight 91 is turned on in response to the increase in the risk parameter Pdg in the situations shown in FIGS. 8 to 10 described above, a sense of discomfort is felt around the vehicle. By giving it, there is a risk of hindering smooth vehicle operation. Therefore, in the modification shown in FIG. 7, when the predetermined automatic operation mode as described above is applied, the forced operation control of the auxiliary load accompanying the increase in the risk parameter is kept off. As a result, in addition to the effects of the present embodiment described above, smooth operation can be realized when a specific automatic operation mode is applied.

In the present embodiment, the hybrid vehicle is exemplified as the electric vehicle 5, but if the configuration is such that the drive electric motor is mounted, the present invention may be based on an electric vehicle in which the engine 40 is omitted or a fuel cell vehicle. It is also possible to configure the electric vehicle 5 to which is applied.

It should be considered that the embodiments disclosed this time are exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the above description, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

5 Electric vehicle (own vehicle), 5x, 5y Other vehicle, 5z, 300 Obstacles, 6 Power supply system, 10 Main battery (power storage device), 11 Monitoring unit, 30 Motor generator, 40 engine, 50 Power division mechanism, 55 wheels , 60 Brake mechanism, 61 Brake caliper, 62 Brake disc, 70 Brake hydraulic circuit, 80 (1) -80 (m) Auxiliary load (high voltage system), 91 Headlight, 92 Tail lamp, 100 Control device, 101 Accelerator open Degree sensor, 102 brake pedal sensor, 103 vehicle speed sensor, 105 operation switch, 110 target detection sensor, 120 alarm output device, 200 converter, 210 (1) to 210 (n) auxiliary load (low voltage system), 250 auxiliary Machine battery, 500 charge limit line, GL ground wiring, NL, PL power line, PS1 to PS4 vehicle position, PXL power supply wiring, Pdg risk parameter, Pt, Pt1 to Pt3 threshold.

Claims (4)

A drive motor with a rotor mechanically connected to the wheels,
Power storage device and
A power converter connected between the drive motor and the power storage device to control the output of the drive motor by bidirectional power conversion accompanied by charging and discharging of the power storage device.
A detector for detecting targets outside the vehicle,
A plurality of auxiliary load that is electrically connected to the power conversion path between the drive electric motor and the power storage device and operates in response to a user operation.
A control device for executing regenerative control for controlling the power converter so that the drive electric motor outputs the braking torque of the vehicle by regenerative power generation is provided.
The control device calculates a parameter value for quantitatively evaluating the collision risk to the target, and when the parameter value exceeds the determination value as the collision risk increases, the plurality of auxiliary machines An electric vehicle that executes the regenerative control with forced operation control that operates at least a part of the auxiliary load of which the user operation is not input. The electric vehicle according to claim 1, wherein the control device gradually increases the power consumption of the entire plurality of auxiliary load according to the continuation of the charging state of the power storage device when the forced operation control is executed. .. The electric motor according to claim 1 or 2, wherein the control device does not execute the forced operation control during the regeneration control even if the parameter value exceeds the determination value during the application of the predetermined automatic operation mode. vehicle. The electric vehicle according to any one of claims 1 to 3, wherein the load operated by the forced operation control includes at least one of a headlight and a tail lamp.

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